Conduit system for electric railways



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W. H. COTTON- GONDUIT SYSTEM FOR ELECTRIC RAILWAYS No. 539,418.

Patented May 21, 1895.

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' 3 Sheets-Sheet 2. W. H. COTTON. CONDUIT SYSTEM FOR ELECTRIC RAILWAYS.

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GONDUIT SYSTEM FOR ELECTRIC. RAILWAYS.

No. 539,418. E Patented May. 21, 1895.

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NITED STATES PATENT tric.

WILSON H. COTTON, OF ST. LOUIS, MISSOURI,

CONDUIT SYSTEM FOR'ELECTRIC RAILWAYS.

SPECIFICATION forming part of Letters Batent No. 539,418, dated May 21, 1895.

Application filed August 25,1894. Serial No. 521,342. '(Noinodel) T0 aZZ whom it may concern.-

Be it known that I, WILSON H. COTTON, a citizen of the United States, residing at St. Louis, in the State of Missouri, have invented a new and useful'Improved Conduit System for Electric Railways, of which the following is a specification.

This invention relates to an improved conduit system of apparatus for operating electric railways, and has for its obj set to prevent loss of current by leakage, short circuiting, or induction; to obtain a positive and practically continuous circuit between the current generator and the motor on the car, and to provide improved contact devices whereby the current is transmitted to and from the motor on the car without the direct engagement of the current gatherer with the main conductors.

The invention consists in features of novelty as hereinafter described and claimed,-

reference being had to the accompanying drawings, forming part of this specification, whereo-n Figure 1 represents a conduit in cross-section containing a preferable arrangement of my improved contact mechanism and currentgatherer for operating the electric motor of a railway-car. (Not shown.) Fig. 2 is a similar View to Fig. 1, with the current-gatherer removed. Fig. 3 is a detail view, to an enlarged scale, of the circuit closing and opening devices forming parts of Figs. 1 and 2; and Fig. 4, a plan thereof. Fig. 5 is a side elevation, to an enlarged scale, of the current-gatherer seen endwise in Fig. 1; and Fig. 6 a sectional plan of the same on line 6 6 in Fig. 5. Fig. 7 is a similar view to Fig. 6, showing a modified construction of the gatherer. Fig. 8 is a cross-section through the gathorer taken on line 8 8 in Fig. 5. Figs. 9 and 10 are respectively plan and side views of an end section, and Figs. 11 and 12 are similar views of the middle section forming parts of the current-gatherer and seen in Figs. 5 and 6. Fig. 13 is a detail edgeor rear view, to enlarged scale, of the insulator used between the contact-bars and hinged arms forming parts of my invention and seen in side elevation in Figs. 1 and 2. Fig. let is a general longitudinal view, to a reduced scale, of the current-gatherer and contact devices arattached to, or otherwise carried by, the railway car (not shown) in anysuitable manner usual with this class of railway. Attached at right angles to, but insulated from, the lower free end of the bar 0, within the conduit C6, is a current gatherer ortrolley shoe d, which is preferably made flexible laterally,

and may be of any desired length.

The shoe d is composed preferably, of me tallic side plates, which are divided respectively into sections in the present case into two end sections e, (e,) and a middle section a, (6 which are arranged longitudinally in alignment with each other, and attached by insulated rivets e, and screws 6 (or other- Wise) to the opposite sides of an interposed central,'longitudinally and vertically arranged, web or platef, composed of rubber, or other insulating material, which is laterally flexible at, and adjacent to, the abutting ends of the sections e, e, e, 6 These ends are formed with ears or lugs g, (g,) which interlock hingewise, but are unconnected to each other. The vertical surfaces V of the interlocking lugs g, (g) are slightly apart, the upper and lower lugs being splayed outward on their inner faces 00, from the flexible part of the web f, so as to permit of the lateral yielding of the web f thereat, While their horizontal interlocking surfaces to are in contact and operate as holders for maintaining the horizontal alignment of the sections 6, e, 6, e and the vertical stability of the shoe cl throughout its entire length; orthe shoe d (see Fig. 7) may be rigidly constructed,in which case the side plates 6 e, in lieu of being divided into sections as described for the flexible shoe, are made respectively in one piece secured to the central insulating web f by screws e and insulated rivets f or in any other suitable manner.

From the side faces of the shoe d near each end, project opposite upper, and lower, lugs or brackets h, h, which with the end side plates 6, e, and insulating webf taper from near the extreme width or overhang of the brackets h, h, to nothing at the ends of the shoe (1, as shown particularly in Fig. 6. In the brackets 77. h are mounted the ends of spindles i t" carrying, between the said brackets, vertically arranged rollers jj which are respectively aligned to each other or equidistant from the longitudinal center line of the shoe (Z.

The rivets 6 before mentioned, for securing the various parts of the shoe cZ together, pass transversely through the opposite metallic sides e, e, and 6', c and the central web f, and are insulated, preferably by sleeves e of insulating material, which surround the rivets e for their entire length, combined with insulating strips or washers e which are placed between the heads of the rivets e and the outer faces of the said sides. The screws e are inserted through the end sections 6, 6, respectively, and part-wayinto the central web f, previously to placing the rollers, j with their spindles i, t", in position, for which purpose sufficient clearance is afforded within the pockets formedby the outwardly tapering end wall (indicated by the dotted lines in Figs. 6 and 9) of the shoe cZ.

71) it re )resent o ositelv inclined arms 1 u I I o o the contact mechanism to be in the position which are hinged at their lower outer ends (equidistant from the vertical plane of the slot 12) to brackets Z, Z, respectively, fixed at intervals along the conduit a. Any desired number of the arms 7c, or may be secured together by angle irons m, in, or other suitable bracing, so as to form a series of success.- ive hinged frames of suitable length, and dis.- tance apart, throughout the entire extent of the conduit CL.

Attached to, but insulated from, the upper free ends of the, arms 70, 7t, constituting each pivoted frame, is a contact bar 72 it made of copper, or other conductive material and arranged longitudinally along the path of the shoe d. The bars 12 n are opposite, and par? allel to each other, at a suitable distance apart, and are adapted for hearing against the rollersj,j, respectively, of the shoe (Z, as seen in Figs. 1, 14, and 15.

Any suitable means may be used for insulating the contact bars 11, 'n, from the arms 70, 70, such as that shown, consisting of a block 7 (see particularly Fig. of insulating material which is inserted between the jaws 2 formed at the free end of the arm 7r, the block 3 being fixed thereto by rivets 5 (screws or otherwise). The contact bar a, which is preferably of an inverted U-shape in cross section, is passed on to the free end of the block y and secured thereto by rivets y, or otherwise, as found most suitable.

Each contact bar '17., or 11, corresponds in length, or thereabout, to that of the hinged frame to which it is attached, and terminates at a suitable distance from the adjacent end of the succeeding bar of the series throughferred to).

out the conduit a. The ends of the bars 17., n, are preferably outwardly curved, as shown in Fig. 15, for insuring the free passage of the shoe (1 from section to section, as hereinafter referred to.

Projecting from one, (or more) of the arms 70 of each pivoted frame k, m, at or near the fulcrum Z, is an arm or lever 0, which preferably engages at its free end, with one arm of a pivoted bell-crank lever 19, which is pivoted at its fulcrum to a pin a, projecting from a fixed bar a? (hereinafter more particularly re The other arm of the lever 19 carries a sealed box or vessel (1, inclosing the separated contact points 4', r, of the feed wire 3, which leads from the main conductor P to the contact bar at. \Vithin the vessel q is a quantity of quicksilver (shown by dark broken lines) sufficient for submerging, and thereby closing circuit between, the contact points a, r, in a certain position of the vessel (1, as hereinafter more particularly referred to. In like manner the arm it of the opposite hinged frame 70", m, is provided with a lever 0, bell-crank lever 13 pivot pin a and box or vessel q, containing quicksilver, and inclosing the separated contact points Z, Z, of the feed wire to, which leads from the main conductor N to the contact bar it.

In operation, assuming the various parts of seen in Fig. 2, and the current gatherer, or shoe d, traveling in the direction indicated by the arrowin Figs. 14 and 15, on the tapered end of the current gatherer, or shoe (1, entering at the flared ends, and passing between the contact bars n, n, which bear against the rollersjj', the contact bars 71, n are thereby spread outward or separated, and move the outward on their hinges Z, Z, so as to th row upward the levers, 0, 0,99p', and thereby tilt the vessels q, q, into the position seenin Figs. 1, 3, and 4, which causes the quicksilver therein to flow by gravitation toward, and submerge the separated contact points '1', o", 25, t, of the wires 8, u, thereby closing circuit thercat, and allowing the current from the main conductor P to flow through wire 5 to the contact bar it, and thence through the rollersj and adjacent side 6 of the current gatherer or shoe (Z, by

the wire 3 to the motor on the car whence 7 the current returns through the wire it, and opposite side 6 of the shoe (Z, rollersj contact bar it, feed wire u, and main conductor N to the generator. In the case of a single circuit operation, the levers 0, 1), box q and main conductor N maybe dispensed with, the return current passing from the contact bar n, and through the wire to directly to the ground conductor; or the current may be returned through the wheels and rails in the usual manner. On the passage of the current gatherer or shoe d from between the contact bars at, 07., into a succeeding section thereof,

the said bars and their hinged frames 70, m, 70, m, are returned, preferably by gravitahinged frames 70, 101,70, m, correspondingly IlO tion, to their original position seen in Fig. 2, which tilts the vessels q, q, in .the opposite direction, and thereby causes the quicksilver to flow from, or break contact between the points 1, r, t, t, of the wires s, u, which renders the section'inactive until it is again operated by a succeeding car.

The vessel q (or q) is preferably made of glass or other insulating material, and may be of a cylindrical, oval, rectangular, or any other desired form in cross section, the inclosed contact points 1 4- being composed of aluminum, copper, or other non-amalgamating metal permanently fixed in the wall of the vessel and protected on the outside of the latter, at their junction with the feed wire 8, by proper insulation. The vessels q, q are preferably exhausted of air and hermetically sealed so that the contained quicksilver will be rendered sensitive and positive in movement and unaffected by evaporation. If found necessary to prevent arcing of the contact points, the quicksilver may be covered with oil, or other non-conducting fluid.

If desired, any other suitable circuit breaking and closing device, capable of being operated by the vibration of the lever 0 (or 0), may be substituted for the vessel q (or q) and its contained quicksilver.

I do not confine myself to the exact location of the main conductors P, N, as shown in the drawings, nor to the arrangement of the feed wires 8, u, as in practice these will be varied according to circumstances, and with due provision for the flexibility of the feed wires 8, u, at their junctions with the tilting vessels The bar a which carries the pivot pins a of the levers p 10 is arranged across the conduit immediately against, orin close proximity to, one side of the opposite arms 70, k, which are thereby prevented from lateral canting during the progress of the trolley shoe d,in either direction. a a are stops on the face of the bar (1 for limiting the throw of the arms is, k,in each direction respectively, the stops a a being arranged to maintain the contact bars 'n, n, when at rest as seen in Fig. 2, at a certain distance apart for insuring the entrance of the trolley shoe (Z, at each end of the section.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. In a conduit system for electric railways, the combination with the motor on the car, of a current gatherer depending from the car, and having positive and negative contact surfaces electrically connected with the motor, the said surfaces being adapted to rotate, and insulated from each other; opposite arms or frames hinged to supports Within the con duit, a contact bar attached to each frame and insulated therefrom, the said contact bars lying along the path of the current gatherer at a suitable distance apart, a lever projecting from each of the said frames, and actuating a preferably, pivoted box or vessel containing quicksilver, and hermetically closed, the said vessels inclosing the contact points of the feed wires leading from the main conductors to the said contact bars, substantially as shown and described.

2. In a conduit system for electric railways, the combination with the motor on the car of a current gatherer or trolley shoe, composed of an insulating web or partition carrying metallic sides, which are electrically connected separately, with the motor and provided with upright contact rollers; opposite arms or frames hinged to supports withinthe conduit, a contact bar attached to end frame, and insulated therefrom, the said contact bars lying along the path of the current gatherer at a suitable distance apart, a lever projecting from each of the said frames, and actuating a preferably pivoted box or vessel containing quicksilver and hermetically closed, the said vessels inclosing the contact points of the feed wires leading from the main conductors to the said contact bars, substantially as shown and described.

3. In a conduit system for electric railways, the combination with the motor on the car of a current gatherer or contact shoe, composed of a flexible insulating web or partition carrying metallic sides, which are electrically connected, separately, with the motor, the said sides being provided with upright contact rollers and divided into sections having interlocking supporting devices; opposite arms or frames hinged to supports within the conduit, a contact bar attached to each frame, and insulated therefrom, the said contact bars lying along the path of the current gatherer at a suitable distance apart, a lever projecting from each of the said frames, and actuating a preferably pivoted box or vessel containing quicksilver and hermetically closed, the said vessels inclosing the contact points of the feed wires leading from the main conductors to the said contact bars,substantially as shown and described,

4. A contact shoe for electric railways, consisting of a flexible central insulating Web or partition, and metallic sides attached thereto, the said sides being provided with upright contact rollers,'and divided into sections hav- ICO ing interlocking ears or lugs, substantially as shown and described.

WILSON H. COTTON. Witnesses:

WM. KINKEL, '1. U. CHAPMAN. 

